Stability enhancing system for tow-vehicle and trailer assembly combination with two processors

ABSTRACT

A system for providing enhanced stability, control, and management of a tow-vehicle with a connected trailer assembly combination by using an electronic stability enhancing system and two processors is disclosed. The first processor on the tow-vehicle and second processor on the trailer include memory with computer instructions for communicating with sensors located on the tow-vehicle and the trailer for detecting force, motion, and combinations thereof, as well as engagement with the trailer. Computer instructions instruct the processors to identify specifications and characteristics representing the tow-vehicle and the trailer and to calculate force values and motion values that affect the tow-vehicle and trailer assembly combination for comparison with known threshold values. Computer instructions provide instructions for stabilization, which can include braking to at least one wheel of the tow-vehicle and trailer using force values, motion values, the electronic stability enhancing system, and specifications of the tow-vehicle and trailer combination.

FIELD

The present embodiments relate generally to an electronic stabilityenhancing control system using two processors for assisting withstability, control, and management for a tow-vehicle with a connectedtrailer assembly combination.

BACKGROUND

Safety systems for vehicles have evolved through the years and have beenimproved upon by enhancements such as intervention into the suspension,steering, brakes, or engine management of the driving engine for thevehicle. Such enhancements include: traction slip control to prevent thespinning of the wheels of the vehicle, brake force proportioning toregulate the ratio of brake forces between the front axle and rear axleof the vehicle, anti-lock brakes, and electronic stability control whichcan affect driving conditions of the vehicle during yawing of thevehicle about its vertical axis.

In electronic stability control systems for vehicles, it is necessary tobe able to assess the behavior of the vehicle, particularly if theassessment and any response can be accomplished in real time. Thesesystems that assess vehicle motion, accomplish this assessment in realtime and rely on the ability to monitor the movements of the vehicle byinstalling sensors to measure the acceleration of the vehicle and theangular rotational rates of the vehicle.

During normal driving, the vehicle responds to the driver's commands,and the driver maintains control of the vehicle. However, if the driveroperates the vehicle beyond his/her limits or even the limits of thevehicle, the vehicle can exhibit a spin response as a yaw movement inexcess of that required for the situation, or a plow response as a yawmovement less than that required for the situation. A system such as theElectronic Stability Program (ESP) can provide some correction to themotions of the vehicle in certain situations by using mathematicalmodels that consider the vehicle dynamics and forces of the tires of thevehicle along with measurements supplied by sensors recording vehiclespeed, yaw rate, and actions of the driver of the vehicle, such as thesteering wheel and the application of the brakes and accelerator.

However, the use of Electronic Stability Program mathematical models canhave some limitations with respect to how much a motion can be correctedor whether a driver will respond appropriately. In addition, suchsystems function by observing movements of the body of the vehicle,only, and do not extend to any auxiliary vehicle, such as a trailerconnected to the vehicle. Accordingly, all forces affecting theperformance of a combination vehicle and trailer would not be includedin the mathematical model of the Electronic Stability Program as theinformation is gathered from the vehicle, only. Also, many of theexisting Electronic Stability Program systems do not includedeterminations of whether a trailer is attached to the tow-vehicle.

Thus, a need exists for an electronic stability enhancing control systemthat can include: direct assessment using a processor located on thetow-vehicle and in communication with a processor located on thetrailer, multiple actions applied in real time and based on the driver'sinputs regarding the tow-vehicle, the trailer, and the combination, andmultiple actions based on direct measurements of forces and motions aswell as calculated responses using information gathered from thetow-vehicle and the connected trailer assembly combination.

Further, a need exists for an electronic stability enhancing controlsystem that uses a model that includes the tow-vehicle and the trailerassembly, such that the computer instructions for the electronicstability enhancing system can be used in determining a direct response,such as braking and throttling, for optimizing the performance of thetow-vehicle and trailer assembly combination. Such a system can providefor an improved optimization of the electronic stability control systemof the vehicle when the vehicle is pulling a trailer.

The present embodiments of the invention meet these needs.

SUMMARY

The embodiments of the invention relate generally to an electronicstability enhancing control system using a first processor located on atow-vehicle and a second processor located on a connected trailer forassisting with stability, control, and management for the tow-vehiclewith the connected trailer assembly combination, in some situations.

The embodiments of the system include a tow-vehicle with an electronicstability enhancing system that includes a computer with a firstprocessor and a first memory, in which the first processor and memoryare in communication with the electronic stability enhancing system.Computer instructions are located in the first memory.

A trailer is connected to the tow-vehicle to form the combination of thetow-vehicle with the connected trailer assembly. A second processor witha second memory is located on the trailer, and the second processor isin communication with the first processor on the tow-vehicle. Computerinstructions are located in the second memory.

A plurality of sensors can be located on the tow-vehicle and thetrailer. The tow-vehicle sensors and the trailer sensors can be adaptedto communicate with a trailer electrical system when the trailer isconnected to the tow-vehicle. This connection allows the tow-vehiclesensors and the trailer sensors to be used for detecting engagement withthe trailer.

The plurality of sensors can communicate with the first processor on thetow-vehicle and the second processor on the trailer for detectingforces, motions, and combinations thereof, to provide an improved safetysystem for stability and control of the tow-vehicle with the connectedtrailer assembly combination, in some situations. The plurality ofsensors on the tow-vehicle and the trailer provide input to the firstprocessor and the second processor regarding force values, motionvalues, and combinations thereof, for operation and handling correctionsregarding the tow-vehicle with the connected trailer assemblycombination.

The embodiments of the system include computer instructions forinstructing the first processor of the tow-vehicle and the secondprocessor of the trailer to identify specifications representing thetow-vehicle and specifications representing the trailer, respectively.The computer instructions provide calculations for at least one force,at least one motion, and combinations thereof, affecting the stabilityand control of the tow-vehicle with the connected trailer assemblycombination. Further, computer instructions provide comparative analyseswith known threshold values, as preset limits that can be stored in thefirst memory and second memory, to correct driver mishandling and toassist in enhancing stability for the tow-vehicle with the connectedtrailer assembly combination. Examples of such forces and motions caninclude: lateral forces, a translational motion, an angular motion, asteering input, a steering rate, a vehicle speed, a wheel speed, abraking force, a braking pressure, a throttle position, a brake pedalposition, and combinations thereof.

Computer instructions are located in the memory of the first processorof an on-board computer located on the tow-vehicle and in the memory ofthe second processor located on the trailer. The computer instructionsprovide instructions for control, management, and stabilization of thetow-vehicle with the connected trailer assembly combination, which caninclude braking to one or more wheel(s) of the tow-vehicle and trailerby using the one or more forces and/or the one or more motions, theelectronic stability enhancing system, and the specifications of thetow-vehicle with the connected trailer assembly combination.

BRIEF DESCRIPTION OF THE DRAWINGS

The detailed description will be better understood in conjunction withthe accompanying drawings as follows:

FIG. 1 depicts a top view of an embodiment of the stability enhancingsystem for a tow-vehicle with a connected trailer assembly combinationhaving at least two wheels.

FIG. 2 is a first in a sequential series of representations depicting afirst processor located on a tow-vehicle and a second processor locatedon a trailer in an embodiment of the invention.

FIG. 3 is a second in the sequential series started with FIG. 3.

FIG. 4 is a third in the sequential series started with FIG. 3.

FIG. 5 is a fourth in the sequential series started with FIG. 3.

FIG. 6 is the last in the sequential series started with FIG. 3.

FIG. 7 is a first in a sequential series of representations depicting afirst processor and a second processor located on a tow-vehicle in anembodiment of the invention.

FIG. 8 is a second in the sequential series started with FIG. 8.

FIG. 9 is a third in the sequential series started with FIG. 8.

FIG. 10 is a fourth in the sequential series started with FIG. 8.

FIG. 11 is the last in the sequential series started with FIG. 8.

The present embodiments are detailed below with reference to the listedFigures.

DETAILED DESCRIPTION OF THE EMBODIMENTS

Before explaining the present embodiments in detail, it is to beunderstood that the embodiments are not limited to the particularembodiments and that they can be practiced or carried out in variousways.

The embodiments of the invention relate generally to an electronicstability enhancing control system using a first processor and a secondprocessor for providing and assisting with stability, control, andmanagement of a tow-vehicle with a connected trailer assemblycombination.

The embodiments of the invention provide the benefit of an improvedelectronic stability enhancing control system for handling, steering,and stability of a tow-vehicle with a connected trailer assemblycombination. The embodiments provide a system which may reduce crashrisks and cargo spillage on roadways, including spillage of hazardouscargo on roadways pulled in tandem trailers by trucks in somesituations. The embodiments of the system may provide a reduction intrailer swaying and jackknifing to prevent wrecks in some situations.

The embodiments of the invention include a stability enhancing controlsystem for a tow-vehicle with a connected trailer assembly combinationthat can include an electronic stability enhancing system with a firstprocessor with a first memory having computer instructions located onthe tow-vehicle and in communication with the electronic stabilityenhancing system. The electronic stability enhancing control systemincludes a second processor with a second memory having computerinstructions located on the trailer connected to the tow-vehicle, andsensors located on the tow-vehicle and the trailer for detecting force,motion, and combinations thereof, as well as engagement with thetrailer.

Examples of the tow-vehicle can include: a passenger car, a tractor, asport utility vehicle (SUV), a van, a recreational vehicle, a bus, apick-up truck or other truck with a gross vehicle weight rating (GVWR)of less than or equal to 20,000 pounds, a medium or heavy truck with agross vehicle weight rating (GVWR) range of over 20,000 pounds, asemi-truck, or other motorized vehicle. Semi-trucks can be connected toor can tow semi-trailers or tandem trailers. Examples of manufacturersof semi-trucks include: Volvo, Peterbilt, Kenworth, and other semi-truckmanufacturers.

The tow-vehicle includes a brake adjacent to each wheel of thetow-vehicle, such as an electric brake manufactured by VisteonCorporation of Van Buren Township, Mich., a surge brake manufactured byU-Haul Corporation of Phoenix, Ariz., a hydraulic brake manufactured byBosch Corporation of Chicago, Ill., a pneumatic brake manufactured byBendix Corporation of Frankfort, Ky., and combinations of these brakesbetween the trailer and the tow-vehicle.

The embodiments include the tow-vehicle in combination with the trailer,in which the trailer can be: an equipment trailer such as a Millenniumheavy equipment trailer, a utility trailer such as a Millennium utilitytrailer, a tandem trailer such as a Titan tandem axle cargo trailer, anenclosed trailer such as a Titan enclosed gooseneck trailer, a worktrailer such as a Millennium dump trailer for hauling dirt, a horsetrailer such as an Exiss horse trailer, a car hauler trailer such as aFeatherlite and Pace car hauler trailer or a Featherlite race cartrailer, a motorcycle trailer such as a Haulmark motorcycle trailer, aColeman pop-up trailer, a recreational trailer such as an Airstreamrecreational trailer, a house trailer made by such manufacturers asAmerican Homestar Homes, a boat trailer such as a Donzi or Shorelanderboat trailer, a semi-trailer such as a Fruehauf Transport Trailer or aFruehauf Tanker Trailer, or other trailers having at least two wheels.

The trailer can include between one and fifteen axles with each wheelattached to an axle and having a brake adjacent to at least one wheel oneach side. In an embodiment, the trailer has at least one brake that canbe of a different type of brake than the brake type on the tow-vehicle.

The tow-vehicle and trailer can include sensors for communicating with atow-vehicle processor to detect and identify the existence of a trailer.The tow-vehicle computer can identify the existence of the trailer byplugging the lighting system of the trailer into the lighting system ofthe tow-vehicle, which is connected to the processor in the on-boardcomputer of the tow-vehicle. The lighting system of the trailer includesa wiring harness with a plug that, when connected to the wiring harnessof the tow-vehicle, provides a resistance that can be detected, when theconnection is completed. Other integrated circuit systems andcombinations of different types of integrated circuit systems, such aselectrical and battery, can be used for identifying the trailer.

Sensors are located on the trailer for detecting a force, a motion, andcombinations thereof, and to communicate with the first processor on thetow-vehicle, and/or the second processor on the trailer.

Sensors located on the tow-vehicle can communicate with the firstprocessor on the tow-vehicle and sensors on the trailer, or the trailerelectrical system, to provide information about the tow-vehicle with theconnected trailer assembly combination.

For example, the sensors can be a proximity braking sensor manufacturedby Bently Nevada of Houston, Tex., for providing information on themotion of a brake shoe in braking applications, a position sensormanufactured by Systron Donner of Concord, Calif., for sensing aposition of the brake shoe relative to the sensor as an indication ofthe application of the braking system, and a position sensormanufactured by Bently Nevada of Houston, Tex., for sensing a wheelplacement in relation to the control arm regarding suspensioncharacteristics of the tow-vehicle and trailer assembly.

Sensors on the trailer or the tow-vehicle can be force sensorsmanufactured by Sensor Developments, Incorporated of Orion, Mich., andFutek of Irvine, Calif., that can be used to provide information toregulate lateral forces, vertical forces, circumferential forces, andcoupling forces on the tow-vehicle and trailer assembly including: alateral force, a braking force on the assembly, or a side wind gustforce.

Force sensors on the tow-vehicle and on the trailer can provide inputfor maintaining centers of gravity to prevent rollover with respect tothe tow-vehicle and trailer assembly combination. Motion sensors can beused to provide information with regard to translational motions andangular motions of the tow-vehicle and trailer assembly combination. Forexample, translational motions can include lateral acceleration anddeceleration motions, and angular motions can include yaw angle, yawrate, pitch angle, pitch rate, and roll rate. The input from the sensorsand the resulting computer instructions can provide optimizationregarding specifications and characteristics of the tow-vehicle with theconnected trailer assembly to reduce dangerous motions of the assembly,such as sway, pitch, roll, yaw, and combinations thereof, in order toprovide a much improved stability enhancing control system.

Motion sensors, can include displacement sensors, velocity sensors, oracceleration/deceleration sensors.

Displacement sensors, such as a string potentiometer, made by Space AgeCorporation can be included to provide information on the angle betweenthe trailer and the tow-vehicle.

Systron Donner of Concord, Calif., provides velocity sensors that are,for example, roll rate transducers and yaw rate transducers formonitoring the yaw, roll, and pitch velocities. These sensors can beused to provide information on motion relative to braking or wheelmovement.

Acceleration sensors such as lateral or longitudinal accelerometers madeby Systron Donner provide acceleration information on the tow-vehicleregarding lateral acceleration or longitudinal acceleration.

Wheel speed sensors are another type of sensors that are usable herein.Examples of wheel speed sensors include those manufactured by SystronDonner of Concord, Calif., and Bently Nevada of Houston, Tex., that canbe used for providing information on tow-vehicle and trailer assemblyspeed and acceleration/deceleration.

Another example of a sensor that can be included in an embodiment can bea yaw sensor. Yaw sensors can be used for providing informationregarding rotary movements of the tow-vehicle and/or trailer assemblyand for altering the spin or plow motions of either the tow-vehicle ortrailer assembly.

Other examples of sensors usable herein are torque sensors and steeringwheel angle sensors. Torque sensors can be manufactured by SystronDonner of Concord, Calif., and Futek of Irvine, Calif., for providinginformation on braking or wheel traction. Steering wheel angle sensorscan be manufactured by Systron Donner of Concord, Calif., and canprovide information concerning the steering torque in a given maneuverof the tow-vehicle and trailer assembly.

The embodiments of the system provide a control and stability strategyby using the tow-vehicle sensors and the trailer sensors to provideinformation input to the second processor on the trailer and the firstprocessor in the on-board computer located on the tow-vehicle, which inturn has computer instructions for assisting the driver in situationswhere forces and motion exceed preset limits for the tow-vehicle and thetrailer. An uncontrollable motion of the tow-vehicle and trailerassembly combination can be the uncontrolled, large-angular motion ofthe trailer in relation to the tow-vehicle that results in anoscillating yaw motion which can build into a phenomenon calledjackknifing. In this situation, the motion of the tow-vehicle and thetrailer exceed a certain threshold value, or preset limit. Then, with acertain speed, motion and force, the result can be a loss of control andstability of the tow-vehicle and trailer assembly combination.

A driver's handling of the tow-vehicle and trailer assembly prior toexceeding the angle threshold value or preset limit is important as thedriver may not apply the proper inputs of steering or braking, at alltimes, which are the required motions and forces of the assembly neededfor safe driving, such as correct tire forces. Accordingly, forcesensors, angular motion sensors, translational motion sensors, steeringwheel angle sensors, and other sensors can provide information onsteering angles, motions, speed, and braking to the first processor andsecond processor for guidance and assistance with the driver's handlingof the tow-vehicle and trailer assembly combination, which may reducethis type of phenomenon in some situations, as well as other situations.

The computer instructions can adjust the engine power of the tow-vehicleto alter the at least one motion, the at least one force, orcombinations thereof, of the tow-vehicle with the connected trailerassembly combination.

The embodiments of the system can include computer instructions adaptedfor instructing the first processor located on the tow-vehicle and thesecond processor located on the trailer to identify specifications andcharacteristics representing the tow-vehicle and specifications andcharacteristics representing the trailer to assist with stability andcontrol of the combination, in some situations.

In an embodiment, the computer instructions for instructing the firstprocessor located on the tow-vehicle can identify specifications andcharacteristics representing the tow-vehicle and can identify or detectthe presence of the trailer. Then, computer instructions for instructingthe first processor on the tow-vehicle can enable the reading of datastored on a chip in the memory of the computer located on the trailer.The reading of this data provides information, pertaining to thespecifications and characteristics representing the trailer, to thefirst processor located on the tow-vehicle for assisting with stabilityand control of the combination.

Specifications on the tow-vehicle can include such characteristics as:tow-vehicle length, tow-vehicle height, tow-vehicle width, tow-vehicleweight, tow-vehicle inertia value, tow-vehicle wheel configurations,tow-vehicle tire characteristics, tow-vehicle suspensioncharacteristics, and combinations thereof.

Specifications on the trailer include such trailer characteristics as:trailer length, trailer width, trailer height, trailer weight, trailerwheel configurations, trailer wheel sizes, trailer wheel diameters,trailer tire characteristics, trailer suspension characteristics,trailer dimensional characteristics, trailer inertia values, andcombinations thereof.

Trailer dimensional characteristics can include information on where thewheels are located relative to the point of connection of the trailer tothe tow-vehicle. Trailer tire characteristics can include force andmoment characteristics which describe how a tire works and how forcesare generated on the tires by such motions relating to the cornering ofthe tires, angles of the tires in relation to the ground, air contentand stiffness of the tire, and other such parameters. Trailer suspensioncharacteristics include the placement of the wheels and how a wheelmoves with the forces exerted on the wheel, which can involve othercharacteristics such as shock absorber characteristics and othersuspension part characteristics. Trailer wheel configuration refers tothe number of tires and where each tire is located in relation to theother tires, for example a semi-truck can have a dual tireconfiguration, whereas a car would have a single tire configuration.

The preset limit referred to in the invention is the limit that has beenpreinstalled in the memory of the electronic stability enhancing system,wherein the preinstalled limit is based on specifications of thetow-vehicle, the trailer, or the tow-vehicle and trailer assembly, andthe preset limits should not be exceeded during towing or the systemwill engage.

An embodiment of the electronic stability enhancing control system caninclude computer instructions adapted for calculating at least oneforce, at least one motion, and combinations thereof, which affect thetow-vehicle with the connected trailer assembly combination. The controlof these at least one force, at least one motion, and combinationsthereof, is important to stability and management of the tow-vehicle andtrailer assembly combination and can include: a lateral force, atranslational force, an angular motion, a coupling force, a steeringinput, a steering rate, a steering torque, a vehicle speed, a wheelspeed, a braking force, a braking pressure, a throttle position, andcombinations thereof. Throttle position refers to the position to whichthe accelerator pedal is depressed by the driver. Brake position refersto the position to which the brake pedal is depressed by the driver andcan be sensed by a braking pressure sensor. In an embodiment, anon-board braking system can be included for the tow-vehicle as part of apre-installed anti-lock braking system for the tow-vehicle and connectedto the brakes.

Further, an embodiment can include computer instructions for applyingbraking to at least one wheel of the tow-vehicle and/or trailer by usingat least one force, at least one motion, and combinations thereof, usingthe electronic stability enhancing system, and using the specificationsof the tow-vehicle and the connected trailer assembly combination. Thecomputer instructions can use the specifications and characteristics ofthe tow-vehicle with the connected trailer assembly combination toreduce motions, such as sway, pitch, roll, yaw, and combinationsthereof, of the tow-vehicle and trailer assembly combination, in somesituations.

With regard to the figures, FIG. 1 depicts a top view of an embodimentof the stability enhancing system for an assembly (5) of a combinationtow-vehicle (10) with a connected trailer (15).

The electronic stability enhancing control system includes a tow-vehiclecomputer (31), that includes an electronic stability enhancing system(20), a first processor (25) with a first memory (30) located on thetow-vehicle and in communication with the electronic stability enhancingsystem (20). Computer instructions (35) can be stored in the firstmemory (30) of the first processor (25) and adapted for instructing theprocessor to identify specifications representing the tow-vehicle andspecifications representing the trailer to assist with stability andcontrol of the assembly (5). In a preferred embodiment memory (30) canbe a 1 gigabyte memory.

The electronic stability enhancing control system includes a trailercomputer (321), that includes a second processor (320) with a secondmemory (325), which can be in communication with the first processor(25) on the tow-vehicle. Computer instructions (330) stored in thesecond memory (325) of the second processor (320) can be adapted forinstructing the second processor (320) to communicate with the firstprocessor (25) regarding specifications representing the trailer (15) toassist with stability and control of the assembly (5).

The tow-vehicle (10) includes an engine (11) with an on-board brakingsystem (12), such as an anti-lock braking system (ABS).

In FIG. 1, the tow-vehicle includes four wheels, such as a left fronttire and wheel (40), a right front tire and wheel (45), a left rear tireand wheel (50), and a right rear tire and wheel (55). A brake can beadjacent to each wheel, such as a left front brake (60), a right frontbrake (65), a left rear brake (70), and a right rear brake (75), whereineach brake can connect to the on-board braking system (12). The brakeson the tow-vehicle can be a type of brake, such as an electric brake, asurge brake, a hydraulic brake, a pneumatic brake, an electronic brake,and combinations thereof. Even though FIG. 1 shows four wheels andtires, other embodiments using more tires and wheels are contemplated asuseable herein.

The trailer (15) connected to the tow-vehicle (10) can include at leasttwo wheels, such as a left rear tire and wheel (80) and right rear tireand wheel (85) with a brake adjacent to each wheel, such as a left rearbrake (90) and a right rear brake (95). The trailer brakes (90) and (95)connect to a surge brake actuator if it is a surge brake, or connect toa plug on the tow-vehicle wired to an on-board brake controller, if itis an electric brake. FIG. 1 depicts the surge version with a surgebrake actuator (81) connected to each brake. Computer instructions (35)provide instructions for braking on at least one tire of the tow-vehicleand at least one tire of the trailer using at least one force, at leastone motion, and combinations thereof, the electronic stability enhancingsystem, and the specifications of the tow-vehicle with the connectedtrailer assembly, such as tow-vehicle weight and trailer weight. Thetrailer connected to the tow-vehicle can include at least two wheels,such as a left rear tire and wheel (80) and right rear tire and wheel(85) with a brake adjacent to each wheel, including: a left rear brake(90) and a right rear brake (95). Computer instructions provide forbraking on at least one tire of the tow-vehicle and/or trailer by usingat least one force, at least one motion, and combinations thereof, theelectronic stability enhancing system, and the specifications of thetow-vehicle with the connected trailer assembly combination.

Sensors can be located on the tow-vehicle and the trailer. Thetow-vehicle sensors can be adapted to communicate with a trailerelectrical system and with the first processor on the tow-vehicle foridentifying the presence of the trailer. The trailer sensors can beadapted to communicate with a trailer electrical system, the firstprocessor (25) on the tow-vehicle, and the second processor (320) on thetrailer.

For example, tow-vehicle sensors (100, 165, and 170) and trailer sensors(103) can identify the existence of the trailer when a connection iscompleted between the electrical circuit of the trailer, which is shownin FIG. 1 as a lighting system, and the electrical circuit of thetow-vehicle. The lighting system of the tow-vehicle (101) is depictedfor connection to the electrical system of the trailer, in FIG. 1. Thelighting system of the trailer can include: a left front lightingcircuit (105), a right front lighting circuit (110), a left rearlighting circuit (115), and a right rear lighting circuit (120). Thelighting system of the tow-vehicle can include a left front lightingcircuit (125), a right front lighting circuit (130), a left rearlighting circuit (135), and a right rear lighting circuit (140). Theplurality of sensors located on the tow-vehicle and trailer can includea device for detecting a completed electrical circuit, such as avoltmeter to measure voltage or an ohm meter to detect resistance. Otherintegrated circuit systems and combinations of voltmeters or ohm meterscan be used.

Additional sensors on the tow-vehicle (102) and trailer (104) cancommunicate with the first processor on the tow-vehicle and the secondprocessor on the trailer to provide information to the first and secondprocessors and the electronic stability enhancing system for assistingwith stability and control of the tow-vehicle with the connected trailerassembly combination, in some situations.

The tow-vehicle computer (31) can communicate with: a left fronttow-vehicle braking pressure sensor (145), a right front tow-vehiclebraking pressure sensor (150), a left rear tow-vehicle braking pressuresensor (151), a right rear tow-vehicle braking pressure sensor (152) forproviding information on the braking applications. The tow-vehiclecomputer (31) can provide sensors on the engine (11) and the on-boardbraking system (12).

The trailer computer (321) can communicate with a left rear trailerbraking pressure sensor (300) and a right rear trailer braking pressuresensor (305) for providing information to the tow-vehicle computer (31)on braking applications.

The sensors can be a left front tow-vehicle wheel speed sensor (155), aright front tow-vehicle wheel speed sensor (160), a left reartow-vehicle wheel speed sensor (165), and a right rear tow-vehicle wheelspeed sensor (170), for sensing acceleration/deceleration relative tothe sensor and providing information on speed of the tow-vehicle andtrailer assembly to the tow-vehicle computer (31).

A vehicle speed sensor (161) mounted on a differential of thetow-vehicle can provide data to the tow-vehicle computer (31) on speedof the tow-vehicle. Other sensors for providing data to the computer caninclude a Global Positioning System (GPS) sensor (162) that can bemounted to the tow-vehicle for providing positioning and locationinformation.

Other examples of sensors that can connect to and provide information tothe tow-vehicle computer (31), include: a steering wheel angle sensor(175), that can provide information on driver inputs, and a steeringwheel rate sensor (176), that can provide details on how fast a steeringwheel is being turned.

Other tow-vehicle sensors and trailer sensors can include: a forcesensor, a yaw motion sensor, a torque sensor, a roll motion sensor, atranslational motion sensor, and combinations thereof. Computerinstructions (35), as an electronic response to the input to the firstand second processors from the sensors, can be adapted for calculatingwhen and which brakes to apply to alter such tow-vehicle motions as yaw,sway, roll, pitch, and combinations thereof. As an example, acalculation for stabilizing at least one force is used when atow-vehicle connected to a trailer assembly experiences 28 degrees persecond of yaw rate due to the driver's steering actions on a wet road.At this speed, the yaw rate of the trailer exceeds the preset thresholdvalue in the on-board computer (31). The computer (31) calculates that75 pounds per square inch (psi) of brake line pressure is required atthe right front tire and wheel to reduce the yaw rate of the tow-vehicleconnected to the trailer assembly.

Computer instructions can be used for instructing comparisons ofmeasured force values and motion values to known threshold values, aspreset limits, to alter such driving forces as: braking forces, yawforces, swaying forces, roll forces, and combinations thereof.

FIGS. 2-6 depict an example of a tow-vehicle and trailer assembly wherethe driver loses control in a corner of a road, and how brake force isapplied to regain control of the assembly. More specifically, FIG. 2shows a driver (700) of a Chevrolet Suburban 4×2 (702) towing a boattrailer (704) containing a Sea Ray Bowrider (706) down FM 1314 (708)near Houston, Tex. The road is depicted in daylight in the rain, so theroad is wet.

The Chevrolet Suburban 4×2 (702) includes an electronic stabilityenhancing control system having a first processor (710). Sensors (712)are located on the Suburban (702) and are in communication with theelectronic stability enhancing control system having a first processor(710).

A second processor (714) is located on the boat trailer (704) andcommunicates with the first processor located on the Suburban (702).Sensors (716) are located on the trailer and communicate with the secondprocessor (714) and the electronic stability enhancing control systemhaving the first processor (710). The sensors on the trailer (716) cancommunicate with the sensors (712) on the Chevrolet Suburban (702), aswell.

The driver (700) through inattention does not notice that the roadwayturns sharply to the left as shown in FIG. 3. Therefore, the driverapproaches the corner too fast for roadway conditions and turns left(720) to make the turn.

In FIG. 4, the trailer swings outbound (722) of the turn forcing boththe Suburban and trailer to yaw (724). The on-board electronic stabilityenhancing control system on the tow-vehicle determines that thetow-vehicle has a yaw rate that exceeds the threshold values at thecurrent speed and inputs by the driver. Returning to FIG. 2, theelectronic stability enhancing control system also notes that a traileris attached, and that the system has read various characteristicspertaining to the trailer as communicated by the second processor (714)and the sensors (716) located on the trailer. The electronic stabilityenhancing control system with the first processor (710) also receivesinformation from the second processor (714) that the trailer isexceeding threshold values at the current speed and inputs by thedriver.

Next, the electronic stability enhancing control system (710) uses thetrailer and tow-vehicle simulation model to determine the appropriateactions to take. Accordingly, the electronic stability enhancing controlsystem decides to apply brakes as shown in FIG. 5 to the right fronttire (726) of the Chevrolet Suburban (702). The second processor (714)then applies braking to the right side tire of the boat trailer (727).This braking action reduces the sideslip of both the Suburban (702) andthe boat trailer (704).

Then, the driver continues through the corner safely as shown in FIG. 6.

FIGS. 7-11 depict an example of a tow-vehicle and trailer assembly wherethe driver loses control in a corner of a wet road, and how brake forceis applied to regain control of the assembly. More specifically, FIG. 7shows a driver (800) of a Chevrolet Suburban 4×2 (802) towing a boattrailer (804) containing a Sea Ray Bowrider (806) down FM 1314 (808)near Houston, Tex. The road is depicted in daylight in the rain, so theroad is wet.

The Chevrolet Suburban 4×2 (802) includes an electronic stabilityenhancing control system with a first processor (810). The systemincludes a second processor (814) that is located on the Suburban (802)and in communication with the first processor.

Sensors (812) are located on the Suburban (802) and are in communicationwith the electronic stability enhancing control system, including thefirst processor and the second processor.

Sensors (816) are located on the trailer (804) and communicate with thesecond processor (814) and the first processor of the electronicstability enhancing control system (810). The sensors on the trailer(716) can communicate with the sensors (712) on the Chevrolet Suburban(702), as well.

The driver (800), through inattention, does not notice that the roadwayturns sharply to the left as shown in FIG. 8. Therefore, the driverapproaches the corner too fast for roadway conditions and turns left(820) to make the turn.

In FIG. 9, the trailer swings outbound (822) of the turn forcing boththe Suburban and trailer to yaw (824). The on-board electronic stabilityenhancing control system on the tow-vehicle determines that thetow-vehicle has a yaw rate that exceeds the threshold values at thecurrent speed and inputs by the driver. The electronic stabilityenhancing control system also notes that a trailer is attached, and thatthe system has read various characteristics pertaining to the trailer ascommunicated by the second processor (814) and the sensors (816), whichare located on the trailer. The electronic stability enhancing controlsystem with the first processor (810) receives information from thesecond processor (814) that the trailer is exceeding threshold values atthe current speed and inputs by the driver.

Next, the electronic stability enhancing control system (810) uses thetrailer and tow-vehicle simulation model to determine the appropriateactions to take. Accordingly, the electronic stability enhancing controlsystem decides to apply brakes as shown in FIG. 10 to the right fronttire (826) of the Chevrolet Suburban (802). This braking action reducesthe sideslip of both the Suburban (802) and the boat trailer (804).

Then, the driver continues through the corner safely as shown in FIG.11.

The embodiments of the system permit consideration of at least oneforce, at least one motion, and combinations thereof, which can act onthe tow-vehicle with the connected trailer assembly combination. Eachforce, motion, and combination thereof, acting upon the tow-vehicle withthe connected trailer assembly combination can be measured ordetermined, respectively. Next, the measured or determined force values,motion values, and combinations thereof, can be compared to knownthreshold values for force and motion to determine if any measured ordetermined values have exceeded or could exceed the known thresholdvalues. Then, appropriate responses can be calculated for assisting withthe stability. This system can provide a much improved stability, insome situations, and superior management of the combination tow-vehiclewith the connected trailer assembly than the existing systems canprovide by detecting the presence and motion of the vehicle only.

While these embodiments have been described with emphasis on theembodiments, it should be understood that within the scope of theappended claims, the embodiments might be practiced other than asspecifically described herein.

What is claimed is:
 1. A stability enhancing control system for atow-vehicle with a connected trailer assembly, wherein the stabilityenhancing control system comprises: a. an electronic stability enhancingsystem; b. a first processor with a first memory located on thetow-vehicle and in communication with the electronic stability enhancingsystem; c. the second processor with a second memory located on thetrailer, wherein the second processor is in communication with the firstprocessor on the tow-vehicle; d. tow-vehicle sensors located on thetow-vehicle for detecting the engagement with a trailer, wherein thetow-vehicle sensors are adapted to communicate with a trailer electricalsystem on the trailer and the first processor on the tow-vehicle; e.trailer sensors located on the trailer for detecting a force, a motionand combinations thereof, wherein the trailer sensors are adapted tocommunicate with the trailer electrical system, the first processor onthe tow-vehicle, and the second processor on the trailer; f. computerinstructions adapted for instructing the first processor and the secondprocessor to identify specifications representing the tow-vehicle andspecifications representing the trailer, wherein the specificationscomprise a member selected from the group consisting of: a tow-vehiclelength, a tow-vehicle height, a tow-vehicle width, a tow-vehicle weight,a tow-vehicle inertia value, a tow-vehicle wheel configuration, atow-vehicle wheel size, a tow-vehicle tire characteristic, a tow-vehiclesuspension characteristic, and combinations thereof, and at least onetrailer characteristic; g. computer instructions adapted for calculatingat least one force, at least one motion, and combinations thereofaffecting the tow-vehicle and the connected trailer assembly, whereinthe at least one force, at least one motion, and combinations thereof,are a member selected from the group consisting of: a lateral force, atranslational motion, an angular motion, a steering input, a steeringrate, a steering torque, a vehicle speed, a braking force, a brakingpressure, a wheel speed, a throttle position, a brake pedal position,and combinations thereof; h. computer instructions for applying brakingto at least one wheel of the tow-vehicle using: the at least one force,the at least one motion, and combinations thereof, the electronicstability enhancing system, and the specifications of the tow-vehiclewith the connected trailer assembly; and i. computer instructions forapplying braking to at least one wheel of the trailer using: the atleast one force, the at least one motion, and combinations thereof, theelectronic stability enhancing system, the specifications of thetow-vehicle and connected trailer assembly, and the at least one trailercharacteristic.
 2. The system of claim 1, wherein the tow-vehiclecomprises a brake adjacent to each wheel of the tow-vehicle.
 3. Thesystem of claim 2, wherein the brake is a member selected from a groupof brake types consisting of: an electric brake, a hydraulic brake, asurge brake, a pneumatic brake, and combinations thereof.
 4. The systemof claim 3, wherein the brake on the tow-vehicle consists of a differenttype of brake type than a brake on the trailer.
 5. The system of claim1, wherein the trailer comprises a brake adjacent to each wheel of thetrailer.
 6. The system of claim 5, wherein the brake on the trailer is amember selected from a group of brake types consisting of: an electricbrake, a surge brake, a hydraulic brake, a pneumatic brake, andcombinations thereof.
 7. The system of claim 1, wherein the trailercomprises between one and fifteen axles.
 8. The system of claim 1,wherein the tow-vehicle is a member selected from the group consistingof: a passenger car, a tractor, a sport utility vehicle, a pick-uptruck, a medium truck, a heavy truck, a semi-truck, a van, arecreational vehicle, a bus, or other motorized vehicle having a brakeadjacent to each wheel.
 9. The system of claim 1, wherein the trailer isa member selected from the group consisting of: an equipment trailer, apop-up trailer, semi-trailer, tandem trailer, a recreational trailer, ahouse trailer, a boat trailer, a horse trailer, a utility trailer, amotorcycle trailer, a race car trailer, an enclosed trailer, a dumptrailer, a car hauler trailer, or other trailer having at least twowheels.
 10. The system of claim 1, wherein the tow-vehicle sensorslocated on the tow-vehicle comprise a device for detecting a completedelectrical circuit, other integrated circuit system, and combinationsthereof.
 11. The system of claim 10, wherein the tow-vehicle sensorsidentify the existence of a trailer when a connection is completedbetween a lighting system of the tow-vehicle and a lighting system ofthe trailer.
 12. The system of claim 1, wherein the trailer sensorlocated on the trailer is wireless and adapted to communicate with thefirst processor on the tow-vehicle.
 13. The system of claim 1, whereinthe tow-vehicle sensor on the tow-vehicle is a member selected from thegroup consisting of: a position sensor, a force sensor, a wheel speedsensor, a torque sensor, a steering wheel angle sensor, a steering ratesensor, and combinations thereof.
 14. The system of claim 1, wherein thetrailer sensor on the trailer is a member selected from the groupconsisting of: a proximity braking sensor, a position sensor, a forcesensor, a wheel speed sensor, a rotational motion sensor, a torquesensor, a translational motion sensor, a steering wheel angle sensor,and combinations thereof.
 15. The system of claim 1, wherein the trailercharacteristic comprises a member selected from the group consisting of:a trailer length, a trailer width, a trailer height a trailer weight, atrailer wheel configuration, a trailer wheel size, a trailer tirecharacteristic, a trailer suspension characteristic, a trailerdimensional characteristic, a trailer inertia value, and combinationsthereof.
 16. The system of claim 1, wherein the computer instructionsuse the specifications and characteristics of the tow-vehicle and thetrailer to reduce sway, pitch, roll, and yaw of the tow-vehicle with theconnected trailer assembly when at least one characteristic exceeds thepreset limits.
 17. The system of claim 1, wherein the computerinstructions adjust engine power to alter the least one force, the atleast one motion, and combinations thereof, of the tow-vehicle with theconnected trailer assembly.